Fluid pressure brake



Oct. 15, 1935. C, C, FARMER 2,017,792

' FLUID PRESSURE BRAKE l Original Filed Aug. l, 1951 2 Sheets-Sheet l INVENTOR. I v CLYDE C. FARMER By MM@ `A TTORNEY.

INVENTOR.

' CLYDE c. FARMER ATTORNEY.

2 Sheets-Sheet 2 By @"W@ N .oooq tmmmh u@ MK N\ "WS C C FARMER FLUID PRESSURE BRAKE origina1 Filed Aug. 1, 1931 Qct. 15, 1935.

Patented Oct. 15, 1935 Umreo stares TENT OFFIQE FLUID PRESSURE BRAKE Application August 1, 1931, Serial No. 554,426

Renewed October 21, 1933 36 Claims. (Cl. 303-35) This invention relates to brake systems for trains and more particularly to fluid pressure brake systems adapted for the handling of long trains.

It is well known that when the usual brake valve device of a fluid pressure brake system on a train is turned to a brake application position, the brakes apply serially from the front end of the train toward the rear of the train, that is to say, the locomotive and tender brakes will apply first and then the brakes on the following carsv will apply serially toward the rear end of the train. As a result of this serial braking action, the retardation of the locomotive, tender and cars at the front end of the train begins before the brakes on the cars at the rear end of the train become effective.

There is a certain amount of slack or lost motion in the usual coupling mechanisms between the adjacent ends of adjacent cars of ,a train, and by reason of the fact, as above explained, that the locomotive, tender and cars at the front end of the train begin to decelerate before the cars at the rear end of the train, if this slack is stretched out at the time an application of the brakes is initiated, the rear cars of the train run in against the slower moving cars and tender at the front end of the train tending to cause shocks.

Since the locomotive and tender brakes apply first when an application of the brakes is initiated, tlie locomotive and tender act to impede the forward movement of the cars of the train and due to this, increase the magnitude of any shocks which may be caused by the gathering of the slack in the train, to such an extent that damage or derailment of some of the cars of the train may result.

The principal object of my invention is to provide an improved brake system for a train which, when an application of the brakes is initated, will function to so control the locomotive and tender brakes that the locomotive and tender will not act to decelerate the cars of the train during the period of time in which the slack in the train is gathering.

Another object of my invention is to provide an improved train brake system which, after an application'of the brakes is initiated, functions for a predetermined period of time to automatically vary the braking force of the locomotive and tender brakes and then, after said predetermined period of time has elapsed, functions automatically to effect the application of the locomotive and tender brakes with full force.

Another object is to provide a brake system for a train which, in functioning to effect an application of the brakes, controls the braking action on the locomotive and tender for a predetermined period of time according to relative longitudinal movement between two vehicles or units of the train, and then controls the braking action regardless of relative longitudinal movement between the vehicles.

A further object is to provide a train brake system embodying means operative automatically for a predetermined period of time for increasing and decreasing the braking force on a front vehicle of the train according to relative longitudinal movement between said vehicle and an adjacent venicle coupled thereto, and operative automatically, after said predetermined period of' time has elapsed, to apply the brakes on the front vehicle with full force.

Other objects and advantages will appear in the following more detailed description of the invention.

In the accompanying drawings: Fig. 1 is a plan view, partly in section, of a portion of the tender of a locomotive and embodying a portion of my invention, the coupling mechanism being shown under heavy draft strain; Fig. 2 is a sectional View of the same taken on the line 2 2 of Fig. l, some of the parts being shown in side elevation to more clearly illustrate certain details; Fig. 3 is a cross sectional view through one: of the draft sills, taken on the line 3-3 of Fig. 2; Fig. 4 is a diagrammatic view, mainly in section, of the portion of the brake system carried by the locomotive; Fig. 5 is a development view of the independent brake valve device of the system; and Fig; 6 is a diagrammatic view of a train comprising a locomotive and tender and two cars, only a portion of the train brake system being shown.

As shown in Fig. 4 of the drawings, the locomotive equipment may comprise a distributing 405l valve device I, an automatic brake valve device 2, an independent brake valve device 3, a feed valve device 4, a reducing valve device 5, a brake pipe a main reservoir l, a timing valve device 8, a

regulating valve device 9, a relay valve device IB and brake cylinders II'.

The tender equipment, as shown in Figs. 2 and ll may comprise a controlling device I2,` a brake cylinder I3 and acoupling mechanism III. As will hereinafter more fully appear, the operation of 5.0'

the controlling device I2 is controlled by the operation of the coupling mechanism I4 and is adapted to control the operation of the regulating valve device S of the locomotive equipment.

'The relay valve device I0 is for the purpose 55" of controlling the pressure of uid in the locomotive brake cylinders II and the tender brake cylinder I3 and is controlled, for a predetermined period of time after a brake application has been initiated, by the regulating valve device 9. The functions of the timing valve device 8 is to render the regulating valve device ineffective to control the operation of the relay valve device I0 to control brake cylinder pressure after the expiration of said predetermined period of time and to then cause said valve device I0 to be maintained in position to eiect a full application of the brakes without control by the regulating valve device 9.

The distributing valve device I may be of the usual type comprising an application portion and an equalizing portion. The equalizing portion comprises a piston I5, at one side of which is a chamber I6 connected to the brake pipe 6 through a passage and pipe |1, said chamber containing a spring-pressed stop I8 which is adapted to engage the piston I5. At the other side of the piston I5 is a chamber I9 containing a main slide valve 29 and an auxiliary slide valve 2| which are adapted to be operated by the piston I5 through the medium of a stem 22. The valve chamber I9 is in constant communication with a pressure chamber 23 through a passage 24, and when the piston I5 is in brake releasing position, as shown in Fig. 4, is connected to the piston chamber I6 by Way of a feed groove 25 around the piston.

The application portion of the distributing valve device comprises a piston 26, at one side of which is a chamber 21. At the other side of the pistonv 26 is a chamber 28 and a chamber 29, which chambers 28 and 29 are separated by a bafe piston 30 carried by the stem 3| of the piston. While chambers 28 and 29 are separated by the baffle piston 30, they are nevertheless connected by way of passages 32 and 33, the passage 32 being open to the chamber 28 and the passage 33 being open to the chamber 29. Contained in the chamber 29 is an exhaust slide valve 40 which is adapted to be operated by the piston 26 through the medium of the piston stem 3|. Secured to and projecting upwardly Vfrom the piston stem 3| is a pin 4| which operatively engages a slide valve 42 contained in a chamber 43 which is connected to the main reservoir 1 through a passage and pipe 44 and a main reservoir pipe 45.

The automatic brake valve device 2 is of the usual type and comprises a casing having a chamber 4B containing a rotary valve 41 which is adapted to be rotated to its various controlling positions by means of a handle 48. This brake valve device also`comp-rises an equalizing piston which is adapted to operate a brake pipe discharge valve. Since the operation of the equalizing piston is well known it is deemed unnecessary to show it or the discharge valve.

The independent brake valve device 3 may be of the usual type and comprises a casing having a chamber 49 containing a rotary valve 59 having a stem 5I to which an operating handle 52 is operatively connected.

The timing valve device 8 comprises a cutout portion which is adapted to operate to render the regulating valve device 9 ineiective to control the operation of the relay valve device at a predetermined time after an application of the brakes is initiated and also. comprises a timing portion which operates to time the action of said cut-out portion. As shown in Fig. 2

both the cut-out portion and the timing portion are mounted. in a single casing.

The cut-out portion of the device 8 may comprise a flexible diaphragm 53 which is mounted in the casing. At one side of the diaphragm is 5 a chamber 54 and at the other side thereof is a chamber 55 which is constantly open to the atmosphere through a passage 56. Contained in the chamber 55 is a slide valve 51 which is adapted to be operated by a stem 58 secured to the 10 diaphragm, said slide valve being held on its seat by a spring pressed plunger 59 which engages the back of the slide valve. Interposed between and engaging the casing and the stem 58 is a coil spring 6|] which at all times exerts 15 outward pressure on the stem and tends to move the stem and diaphragm in the direction toward the right hand.

The timing portion may comprise a piston 6| which is subject on one side to the pressure of 20 a coil spring 62 contained in a chamber 63 which is open to the atmosphere through a port 64. The piston is provided with a stem 65 which is adapted to operate a slide valve 66 contained in a chamber 61, which slide valve is urged against its 25 seat by a spring pressed plunger 68.

The regulating valve device 9 may comprise a casing in which a piston 69 is operatively mounted, said piston having a stem 10 which is contained in a chamber 1| at one side of the 30 piston. Contained in the chamber 1I is a release valve 12 which is urged toward its seat by the action of a coil spring 13 which is interposed between the end of the piston stem and the valve. The valve 12 is provided with a stem 35 14 which extends through an opening in a fiange 15 of the stem, and at its end is provided with a head 16 with which the piston stem engages to unseat the valve. The piston stem is adapted to engage the end of a uted stem 11 of a fluid 40 pressure supply valve 18 which is contained in a chamber 19 and which is urged toward its seat by the action of a coil spring 80.

At the other side of the piston is a chamber 8| which is open to the atmosphere through a 45 port 82. Movably mounted in the casing is plunger piston 83 which is subject on one side to the pressure of a liquid contained in a chamber 84 in the casing. Contained in the chamber 8| and interposed between and engaging the pis- 50 tons 69 and 83 is a coil spring 85 which is for the purpose of controlling thev operation of the piston 59.

The relay valve device I9 may comprise a casing having a chamber 83 connected to the cham- 55 ber 1| in the regulating valve device 9 by way of passages and pipe 81. Contained in chamber 86 is a piston 88 having a stem 89 adapted to operate a slide valve 99 contained in a chamber 9| which is constantly connected to the locomotive G0 brake cylinders I and the tender brake .cylinder I3 through a passage and pipes 92. Mounted in the casing is a piston valve 93 which is subject on one side to the pressure of a coil spring 299 contained in a chamber 94 and also to the pres- 65 sure of iiuid supplied from the main reservoir 1 to the chamber 94 through a pipe and passage 95. The piston valve is provided with a Valve 95 which is adapted to seat on a seat rib 91 formed in the casing, the outer seated area of the Valve being 70 connected to the passage 95 through a passage 98. The piston valve is also provided with projection 99 which extends into the valve chamber 9| and is there adapted to be operatively engaged by the end of the piston stem 89.

As shown in Figs. 1 and 2 the coupling mechanism of the tender may comprise sp-aced draft sills |82 having rear stop lugs I! and front stop lugs i2, and may also comprise a shock absorbing mechanism |33 which is interposed between the draft sills. The rear end of the shock absorbing mechanism is adapted to abut against the rear stop lugs IG! and the forward end abuts a follower plate iii-1 which in turn is adapted to abut the front stop lugs I2. The shock absorbing mechanism is surrounded by a yoke |535 to the forward end of which yoke the coupler shank 58S of a coupler I! is secured by a draft key H33 which extends transversely of the tender through openings formed in the draft sills, yoke and coupler shank, the openings in the .draft sills and the yoke being elongated in direction of the length of the tender to provide for the proper operation of the several movable parts of the draft rigging.

Secured to each end of the draft key |98 and extending rearwardly therefrom is a rod |98 which passes through a lug IIB secured to the outside of a draft sill Iil. The rear end of this rod is provided with a follower plate III and a nut H2 which engages the follower plate and which has screw threaded connection with the rod. interposed between and engaging the lug IIB and the follower plate H! is a spring H3. The springs i I3 are of such value that, when the draft rigging is fully released, they will, through the medium of the rods It!! and draft key Iill, maintain the end of the coupler shank I 65 in engagement with the follower plate Bft, as shown in Figs. l and 2. It will here be understood that the force of the springs H3 is not sufficient to compress the shock absorbing mechanism |93 or to materially affect the capacity of the shock absorbing mechanism.

At the end of the draft sills a striking plate I Ill is provided which, in the present embodiment of the invention, is integral with the draft sills.

The coupler shank |95 is supported in the usual manner by -a carry iron Eia which may be integral with or removably secured to the bottoms of the draft sills. The shock absorbing mechanism E3 and yoke m5 are supported 'in the usual manner by a. plate i i5 which is secured to the bottoms of the draft sills. Y

Above the coupler im. the striking plate E Il?. is provided with outwardly extending spaced lugs i il between which a member i I8 is pivotally mounted on a pin HS carried by the lugs to swing toward and away from the striking plate H4. This member extends some .distance below the pin i i9 and its lower edge portion is adapted to be engaged by the rear face of the usual coupler horn I 2i). The portion of the member which is adapted to be engaged by the coupler horn is curved, as shown in Fig. l, so that when the coupler moves sidewise in rounding a curve, the member will not be moved from its proper adjusted position by the coupler horn.

The controlling device |2 of the tender equipment may comprise a cylinder which is secured to one of the draft sills, and contains -a plunger piston |23 having a stem |24 extending thro-ugh the non-pressure head of the casing. The outer end of this stem is provided with a roller which is constantly in engagement with the cam surface 526 of a cam |21 secured to a shaft 528 rotatably mounted in one of the draft sills and in a bracket I secured to the sill. At one side of the plunger piston is a chamber I which is connected to the chamber 84 in the regulating valve device 9 of the locomotive equipment through a eure on the plunger piston i2@ is relieved and consequently the pressure transmitted to the regulating plunger piston 63 is also relieved. The regulating spring 55 will now act to move the regulating piston 83 outwardly and as the piston is thus moved it forces liquid from the chamber 84 and pipe connection i3! into the chamber I3, causing the control plunger piston |23 to move outwardly thus maintaining the roller |25 in engagement with the cam surface |26 of the cam.

For the purpo-seof rotating the cam I2? a mechanism is provided which comprises an operating arm |32 which is secured to the cam shaft |23 and which has its free end pivotally connected to the inner end of a plunger rod |33 slidably mounted o-n the draft sills IEB. This rod extends longitudinally of the tender and its outer end portion extends through and beyond the striking plate i Iii and is maintained in operative engagement with the rear surface of the member IIS by the action of a spring I 34 interposed between and engaging an abutment |35 which may be integral with the draft sills and a collar I 36 secured to the rod |33. It will here be noted that the position of the cam |27 is adapted to be varied J` sough the operation of the member H8, rod

arm E32 and cam shaft |28.

Any desired type of brake equipment may be used on each car of the train. For illustrative purposes I have shown in outline in Fig. 6, each car equipped with the ordinary type of fluid pressure brake which comprises a brake pipe, an auxiliary reservoir |31, a triple valve device |38 and a brake cylinder |351.

The foregoing description has, for the greater part, been directed to the details of the several parts of the train brake system. The following description will be directed particularly to the operation of the system.

Assuming now that the coupler itil at the rear end of the tender is coupled to the front coupler |52 of the first car of a train of coupler cars as shown in Fig. 6 of the drawings, and that the brake pipes of the locomotive, tender and cars are connected by the usual well known hose connections so as to form in effect a continuous brake pipe from end to end of the train, the equipment is charged with fluid under pressure as followszl Fluid under pressure supplied to the main reservoir I in the usual manner, ows therefrom through pipe 45 to the rotary valve chamber 36 in the automatic brake valve device 2, to the feed valve device 4 and to the reducing valve device 5. From kthe pipe i5 fluid under pressure also ows to the chamber i3 in the application portion of the distributing valve device I through pipe and passage d4. Fluid under pressure also flows from the main reservoir to the chamber 91| in the application valve device ii) through pipe and passage S5 and from passage S5 uid flows to the outer seated area of the piston valve 96 through the passage 98, the pressure of the spring 2Q@ and the pressure of fluid in chamber 94 yieldably maintaining the piston valve seated on the seat rib 91.

In charging the train brake system with fluid under pressure the rotary valve 50 of the independent brake valve device 3 is maintained in running position as shown in Fig. 4 and the rotary valve 41 of the automatic brake valve device 2 is rst moved to release position in which fluid at main reservoir pressure is initially supplied to the brake pipe in the usual manner to provide for the rapid charging of the brake pipe and then after a predetermined period of time is moved to running position as shown in Fig. 4, in which latter position, iluid under pressure is supplied in the usual manner from the feed valve device 4 to the brake pipe 6 by way of a pipe |53, the brake valve device 2 and pipe I1.

With the brake valve device 2 in running position, the feed valve device 4 reduces the pressure of iiuid from that carried in the main reservoir 1 to that normally carried in the brake pipe and since, as above described, fluid is supplied from the feed valve device to the brake pipe, the brake pipe throughout the length of the train as well as the chambers of the car equipments open thereto are finally charged with fluid supplied by the feed valve device in the usual well known manner.

Fluid at feed valve pressure supplied to the pipe I1 also flows to the equalizing piston chamber I6 in the distributing valve device I, and with the equalizing piston I5 in its extreme left hand position, as shown in Fig. 4, fluid flows from the chamber I6 to the valve chamber I9 by way of the feed groove 25. Fluid thus supplied to the valve chamber I6 flows to the pressure chamber 23 through the passage 24. In this manner the equalizing piston chamber I6, valve chamber I9 and pressure chamber 23 are charged with fluid at brake pipe pressure.

With the equalizing piston I5 in its extreme left hand position, the slide` valves 20 and 2|, which are controlled by the piston, Will also be in their extreme left hand position. With the slide valve 20 in this position, the usual application chamber I 54 in the distributing valve device is connected to the atmosphere by way of a passage |55, a cavity |56 in the equalizing slide valve 20, a passage and pipe |51, a cavity |58 in the rotary valve 58 of the independent brake valve device 3, passages and pipe |59, a cavity |60 in the rotary valve 41 of the automatic brake valve device 2 and a passage |6I.

The piston chamber 21 in the application p0rtion of the distributing valve device is connected to the passage |51 through a passage |62, a passage |63 and cavity |56 in the equalizing slide valve 20 and is consequently open to the atmosphere.

With the piston 26 and slide valve 40 in release position, the piston chamber 86 in the relay Valve device I0 is connected to the atmosphere by way of passage and pipe 81, a pipe and passage |64, past a ball check valve |65, a passage |66, a passage and pipe |61, a passage 33, valve chamber 29 in the application portion of the distributing valve device, a port |66 in the slide valve 46 and a passage |69.

With the piston 88 and slide valve 90 of the relay valve device in their extreme left hand position as shown in Fig. 4, the locomotive brake cylinders II and tender brake cylinder I3 are connected to the atmosphere through pipes and passage 92, valve chamber y9| containing the valve '90 and a passage |8I.

is subjected to maximum draft strain, the posi- The valve chamber 61 in the timing portion of the timing valve device 8 is connected to the pipe |61 and consequently to the atmosphere by way of a passage |10. With the valve chamber 61 thus connected to the atmosphere, the pres- 5 sure of the spring 62 maintains the piston 6| and the slide valve 66 which is controlled by the piston in their extreme left hand position as shown in Fig. 4. With the slide valve 66 in this position, fluid under pressure is supplied by the reducing 10 valve device 5 to a timing chamber |1| by way of a pipe |12, a passage |13 in a rotatable plug valve |14 of a cut-out cock device |15, a pipe and passage |16, a cavity |11 in the slide valve 66, a passage |18 and a passage |19. Fluid sup- 15 plied by the reducing valve device to the passage |19 also flows to the diaphragm chamber 54 causing the diaphragm 53 to llex and shift the stem 58 and slide valve 51 to their extreme left hand position against the opposing pressure of 20 the spring 60 as shown in Fig. 4.

As the locomotive and tender are set in motion in starting the train, the shock absorbing mechanism |03, follower plate |04 and draft yoke |05 of the coupling mechanism of the tender will move 25 forwardly, i. e., in a direction toward the right hand, with the draft sills |00 and relative to the coupler |01, coupler shank |06, and draft key |08, until such time as the portions of the yoke which define the front end of key slots engage 30 the key |08. It will here be noted that as the initial movement of the draft sills, shock absorbing mechanism and draft yoke is taking place, the coupler, coupler shank and draft key will be held substantially stationary by the resistance 35 offered by the cars coupled to the tender, and that the springs I3 will be compressed, the value of the springs, when thus compressed, being insufficient to impart movement to the first car of the train. 40

Now when the front edge of the draft key |08 is engaged by the portions of the draft yoke |05 which dene the forward ends of the draft key slots and the forward movement of the tender is continued, the shock absorbing mechanism |03 45 will be compressed in the usual well known manner until such time as the cars of the train are in motion. While the shock absorbing mechanism is being compressed, the member ||8 will be maintained in voperative engagement with the 50 rear surface of coupler hom'l20 by the pressure of the spring |34. It will thus be seen that as the draft sills move forwardly relative to the coupler |01 the rods |33 remain substantially stationary and the inner end thereof forms a sub- 55 stantially stationary fulcrum for the upper end of the cam operating arm |32, so that forward movement of the draft sills causes the cam |21 to rotate in a counter-clockwise direction. The cam, as it is thus rotated, forces the control 60 piston |23 inwardly which in turn forces some of the liquid in the control piston chamber |30 and pipe connection |3| into the chamber 84 in the regulating valve device 9. The pressure of the uid in chamber 84 causes the plunger piston 83 65 to move inwardly compressing the regulating spring 85 and consequently increasing its pressure on the piston 69.

When the coupling mechanism of the tender tions of the draft sills and the coupler |01 relative to each other will be substantially as shown in Figs. 1 and 2 and the several parts of the cam mechanism, control device I2 and plunger piston 83 will have been operated to compress the reg- 75 ulating spring so that the maximum pressure of the spring is exerted on one side of the piston 69.

With the train in motion, the coupling mechanism of the tender subjected to heavy draft strain and the brakes released, the several parts of the locomotive and tender equipments will be in the positions in which they are shown in Figs. 1, 2, 3 and 4.

When it is desired to effect a service application of the brakes on the train, the rotary valve 41 of the automatic brake valve device is turned from running position to service position to effect a reduction in brake pipe pressure at a service rate.

When a reduction in brake pipe pressure is thus effected at a service rate, the pressure of iiuid in the equalizing piston chamber I6 in the distributing valve device reduces with the brake pipe pressure, so that the uid under pressure in the valve chamber I9 and pressure chamber Z3 causes the piston I5 to move in a direction toward the right hand from the position in which it is shown in Fig. 4 to service position, in which position the piston is brought to a stop by its engagement with the spring pressed stop I 8. As the piston is moved toward service position, it rst closes the feed groove 25 and through the medium of the stem 22 shifts the slide valve 2| relative to the slide valve 20 to uncover a port |82 inthe slide valve 28, and then through the medium of the stem 22 shifts the slide valve 20 to service position in which the port |82 registers with one branch of the passage |63 and in which a cavity |83 connects another branch of the passage |63 to the passage |55 leading to the chamber |54. Fluid under pressure from the valve chamber I9 and pressure chamber 23 now iloWs to the piston chamber 21 in the application portion of the distributing valve device by Way of port |82 and passages I92 and |63. From the passage |63 fluid under pressure flows to the chamber |54 by Way of cavity |83 and passage |55, Ythe chamber I 54 being provided for the purpose of adding additional volume to the application piston chamber 21.

Fluid under pressure thus supplied to the application piston chamber 21 causes the piston 26 to move toits extreme right hand position compressing the usual graduating spring mechanism |84 carried by the piston stem 3|. As the piston is thus moved, it shifts the slide valve 48, through the medium of the piston stem 3|, toward the right hand, and through the medium of the stem 3| and pin 4|, also shifts the slide valve 42 to- Ward the right hand. With the piston in its extreme right hand position, the valve 4I! laps the exhaust passage |69, and a port |85 in the slide valve 42 establishes communication between the valve chambers 43 and 29. Fluid under pressure supplied to the valve chamber 43 from the main reservoir 1 now flows through this communication to the valve chamber 29 and from thence flows to the piston chamber 89 inthe relay Valve device I8 through passage 33, pipes and passage |91, passage |19, supply valve chamber 19 in the regulating valve device 9, past the unseated supply valve 18 and its fluted stem 11, through chamber 1| and passages and pipe 61.

Fluid under pressure thus supplied to the piston chamber 86 moves the piston 88 toward the right hand causing the piston stern 89 to shift the slide valve to lap the atmospheric passage |8I.. After the passage I8| is thus lapped, continued movement of the piston 88 toward the right hand causes the pistonstem 89 to engage the projection 99 and thereby move the piston valve 93, against the opposing pressure of the springO 200 and the pressure of fluid in chamber 94, unseating the valve 9,6. With the valve 96 thus unseatedrfrom its seat rib 91, fluid under pressure flows from the main reservoir 1 to the locomotive and tender brake cylinders II and I3 respectively by Way of pipe 9,5, passage 98 in the valve device I0, valve chamber 9| and passage and pipes 92, thuseffecting an application of the locomotive and tender brakes. Y

When a service reduction in brake pipe pressure is eiected as before described, the fluid pressure brake equipments on the cars of the train `will operate in the usual manner to apply the car brakes. l Y u When in effecting an application of the brakes 'of the train as above described, the rate of retardation of the locomotive and tender exceeds the rate of retardation of the cars, the rst car of the train will tend to run in toward the rear end ofthe tender. When the rst car does start to run in with respect to the tender, the shock absorbing mechanism operates to move the coupier |01 inwardly toward the rear end of the tender. As the coupler is thus moved, the coupler horn |29, with which the member I I8 is in engagement, rocks the member in a counter-clockwise direction about the pin I I9, causing the rod |33 to move inwardly relative to the fixed parts of the tender, compressing the spring |34 and rocking the arm |82 and consequently the cam shaft |28 and cam |21 in a clockwise direction.

As the cam |21 is thus being rocked, its pressure on the piston |23 of the controldevice I2, as transmitted through the medium of the roller |25 and stem |24, is relieved, so that the regulating spring 85 now acts to force the plunger piston 83 outwardly displacing some of the liquid from the chamber 84. and pipe connection |3| into the chamber |38 of the control device, causing the piston I23.to moveto maintain the roller |25 in operative contactwith the surface |26 of the cam |21. Asthe plunger piston83 thus moves the regulating spring 85 expands so that its pressure on the piston 69 is decreased. Y

When the regulating spring pressure thus decreases on one side of the piston 69, fluid under pressure in the chamber 1| at the other side of the piston causes the piston to move outwardly against Athe adjusted opposing pressure ofthe spring. As the vpiston is thus being moved, the stem 10 thereof moves out of engagement with the stem 11 of the supply ,valve 18 permitting the spring 68 to `act to seat said valve to close orf the further supply of fluid under pressure from the distributing valve device to the chamber II and piston chamber 8,6 in the relay valve device I0. After the supply valve 18 is seated, the piston stem 1I) engages and .unseats the exhaust valve 12.

With the valve 12 unseated, fluid under pressure flows from chamber 1| and connected ,piston chamber 86 in the relay valvedevice I0 to the atmosphere by way of a passage |91, a. .cavity |98 in the cutout slidevalve 51 a passage and pipe I 94, a cavity in therotary valve 509i the independent brake valve device 3 and arpassage |196..

When fluid under pressure is,A .thus vented from the piston chamber 86,'uidunder pressure in the valve chamber 9| moves therelay piston 88 t0 its extreme outer .position asshown in Fig. 4. VAsthe piston isjbeing. moved `to this positiom the stem 89 thereof is rst movedout of engagement withthe projection'99 of the piston valve 93, permitting the spring 200 to act to move the piston valve to seat the valve 96, after which the slide valve 9D, which is shifted by the stem 89, uncovers the passage I8| which is open to the atmosphere.

With the valve 96 seated, the flow of uid under pressure from the main reservoir 1 to the valve chamber 9| is closed off and with the passage |8| uncovered, iluid under pressure begins to flow from the brake cylinders |I and I3 to the atmosphere byA way of p1pes and passages 92, relay valve chamber 9| and passage |8I, thus initiating the release of the locomotive and tender brakes.

If, after the release of the locomotive and tender brakes is initiated, in the manner just described, the rst car of the train continues to run in relative to the tender, the regulating spring pressure on the piston 69 Willcontinue to reduce, and as a consequence the piston 69 will remain in its outer position so that fluid under pressure will continue to flow from the brake cylinders I I and I3 to the atmosphere.

If, however, after the release of the locomotive and tender brakes is initiated in the manner above described, the locomotive and tender, due to their inertia, should start to move forwardly relative to the first car of the train, the cam |21 will be rotated in a counter-clockwise direction and through the medium of the control device I2, liquid in chamber |38, pipe connection I3 I, an chamber 84 and the regulating plunger piston 83, will effect an increase in the pressure of the regulating spring 85 on the regulating piston 69. The spring now acts to move the piston 69 inwardly, first seating the exhaust valve 12 and then unseating the supply valve 18. With the supply valve 18 again unseated the relay valve device |0 operates as before described to again supply fluid under pressure to the brake cylinders I I and I3.

It has been found that the slack in a very long train gathers within a period of approximately fifteen seconds after the initiation of a brake application and it is during this period of time that the regulating valve device 9 is elective to control the brakes. After the train slack is gathered there is no longer any need to regulate the locomotive and tender brakes and they may be applied without respect to coupling mechanism conditions and it is for the purpose of rendering the regulating valve device 9 ineffective to control the locoimotive and tender brakes that I have provided Athe timing valve device 8.

In the foregoing description I have detailed the operation of the several parts of the locomotive and tender equipments during the period of time in which the train slack is gathered and will now describe the operation of the timing valve device 8.

When the pressure of fluid supplied through passage |18 to the valve chamber 61 in the timing portion of the timing valve device 8, is increased to a predetermined degree, say for instance to twenty or thirty pounds, the opposing pressure of the spring 62 will be overcome and the timing piston will be causedto move to its extreme outer or right hand position, shifting the slide valve 66 to its timing position.

In its timing position, the slide valve 66 laps the passage |16, thus closing communication from the reducing valve device 5 to the timing chamber |1| and diaphragm chamber 54 of the cutout por- Ition. Further, with the slide valve 66 in this position, the cavity |11 connects the passage |18 to a passage |85 which leads to the atmosphere, there vbeing a choke plug |81 interposed in the passage |86 which is removably secured in the casing. Fluid under pressure now ows from the timing chamber |1| and diaphragm chamberr 54 to the atmosphere by way of passages |19 and |18, cavity |11 and passage |86, the size of the opening in the choke plug I 81 determining the rate of ilow of fluid from said chambers.

Now when the pressure of fluidin the diaphragm chamber 54 and timing chamber 1| acting on one side of the diaphragm 53 is reduced slightly below the pressure of the spring 6D on the opposite side of the diaphragm, the

spring acts to shift the diaphragm stem 58 and thereby` the slide valve 51 to their extreme outer or right hand position, the stem flexing the diaphragm 53 outwardly.

The slide valve 51, when in this position, closes the communication between the passages |91 and |94 and thus prevents the ow of fluid from the chambers 1| and 86 in the regulating valve device 9 and relay valve device I0 respectively, to the atmosphere. Further, with the slide valve in this position, the passage |61, which is supplied with iluid under pressure from the main reservoir 1 by the application portion of the distributing valve device I, is connected to the piston chamber 85 in the valve device I0 by Way of passage |66, a chamber |88 containing the ball check valve |65, a passage |89, a cavity |90 in the slide valve51, a passage I9I, a chamber |92 containing a ball check valve |93, passage and pipe |64 and pipe and passage 81.

NOW if the piston 88 and slide valve 90 are in release position as shown in Fig. 4 fluid under pressure supplied to the chamber 86 shifts the piston and slide valve to their extreme inner or application position and maintains them in thisV position regardless of any adjustment which may take place in the regulating valve device 9.

It will be noted that the ball check valve |93 closes communication from the valve chamber |92 to passage |94 which, when the independent b rake valve -device 3 is in running position as shown in Fig. 4, is open to the atmosphere by way of a cavity |95 in the rotary valve 58 of the brake valve device 3 and a passage |96, thus preventing the loss of fluid under pressure from the passage |61 and consequently from the piston chamber 86 in the valve device I0.

From the foregoing description it will be understood that the regulating valve device 9 is effective to control brake cylinder pressure for a predetermined period of time after which the timing valve device 8 operates to render the regulating valve device ineffective to control the locomotive and tender brakes and to complete the application of the brakes without regulation by the regulating valve device 9.

If, instead of elfecting a continuous service reduction in brake pipe pressure, it is desired to split the total service reduction into two stages, commonly called a split reduction, the automatic brake valve device 2 is turned to service position and maintained in this position until a predetermined reduction in brake pipe pressure is effected, say for instance a reduction of seven pounds, and is then turned to lap position and maintained in this position until the slack in the train is gathered. The brake valve device 2vis then turned to service position and maintained in this position until an additional reduction in brake pipe pressure is effected, say for instance an additional reduction of eight pounds, after `which the brake valve device is turned to lap position.

When the initial reduction in brake pipe pressure is initiated, the distributing Valve device and relay valve device I9 will operate as before described to supply fluid under pressure to the brake cylinders II and |3 and the regulating valve device will be effective to control the locomotive and tender brake cylinder pressure.

After the desired initial reduction in brake pipe pressure has been effected the brake valve device 2 is turned to lap position. NOW when the pressure of iiuid in the valve chamber I9 in the equalizing portion of the distributing valve device I is reduced, by flow to the piston chamber 26 in the application portion, slightly below brake pipe pressure present in piston chamber 6, the equalizing piston I5 is caused to move toward the left hand shifting the slide valve 2| relative to the valve 26 lapping the port |62 in the valve 26, thus closing o the further flow of uid from the valve chamber I9 to the piston chamber 21. When the pressure of fluid in the valve'chamber 29 of the application portion becomes substantially equal to the pressure of uid in the piston chamber 21, the graduating spring mechanism S acts to move the piston stem 3| and piston toward the left hand As the piston stem thus moves, it shifts the slide valve 132 to close communication from the valve chamber 49 to the valve chamber 29, thus closing off the further ovv of fluid to the piston chamber 86 of the relay valve device IU. With the flow of iluid to the valve chamber 29 thus closed olf, the several parts of the application portion Will come to a stop in lap position. The slide valve 4|) is moved by the stem 3i but is not moved a sufiicient distance to uncover the atmospheric passage |69, so that liuid under pressure in the valve chamber 43 and in the piston chamber 86 of the valve device i9 cannot escape to the atmosphere.

New when the pressure of fluid in the valve chamber 9| in the relay valve device I9 is substantially equal to the pressure of fluid in the piston chamber 86, the spring 209 acts to move the piston valve 93, piston 88, stem 89 and slide valve 96 toward 'the left hand until' such time as Y the valve 95 seats against the seat rib 91 when the several moving parts of the device come to a stop in lap position. With the slide valve 99 in this position, it maintains the atmospheric passage 58| closed so that fluid under pressure supplied to the brake cylinders and I3 cannot escape to the atmosphere.

When an initial reduction of approximately seven pounds in brake pipe pressure is effected at a service rate, the pressure of fluid supplied to 2 the valve chamber 61 in the timing portion of the timing valve -device 8 will be approximately ten pounds so that the pressure of the spring 62 will prevent the timing piston from moving from the position in which it is shown in Fig. 4 to its timing position, which results in the timing valve device remaining inactive until a further reduction in brake pipe pressure is effected.

With the timing valve device thus maintained inactive from the time the brake application is initiated until the second reduction in brake pipe one side of the timing piston 6 I, will be increased to thirty-live or forty pounds and will overcome the pressure of the spring 62 and the piston will move to its extreme right hand or timing position shifting the slide valve 66 to its timing position. Now after a predetermined period of time has elapsed, which period is determined by the volume of the timing reservoir |1| and diaphragm chamber 64 and the rate at Which the chokeplug |81 permits the flow of fluid from the chambers Ato the atmosphere, the cut-out portion of the device Will operate as before described to supply iiuid under pressure to the piston chainber 86 of vthe'relay valve device I9, independently of the regulating valve device 9, and cause the device i6 to function to supply fluid under pressure to the brake cylinders I I and. I3.

It will be understood that the cutout portion does not operate to 'render the regulating valve device 9 ineiective to regulate brake cylinder pressure until a predetermined period of time has elapsed after the initiation of the second reduction in brake pipe pressure, so that the brake cylinder pressure can be controlled to prevent damaging shocks which this second reduction in brake pipe pressure may tend to cause.

When it is desired to release the brakes the brake valve device -2 is moved in the usual manner to again supply fluid under pressure to the brake pipe 6 by Way of pipe I1. Fluid under pressure supplied tothe pipe I1, flows to the piston chamber I6 in the equalizing portion of the distributing valve device causing the equalizing piston I5 to move 'to its extreme left hand position shifting the slide valves 26 and 2| to release position as shown in Fig. 4 in which position, fluid under pressure is vented from the piston chamber 21 in the application portion to the atmosphere by Way of passages |62 and |63, cavity .56 in the equalizing slide valve 20, passage and pipe: lfd,V cavity |58 in the rotaryl valve 59 of the independent brake valve device 3, passage and pipe |59, cavity |69 in the rotary valve 'i1 of the automatic brake valve device 2 and passage I6I.

With the application piston chamber 21 thus vented, iluid under pressure in the application valve chamber 29 causes the piston 26 to move to its extreme left hand or release position, shifting the slide valve |68 to uncover the passage |69. Fluid under pressure in the timing valve chamber 61 now escapes to the atmosphere by Way of passage llii, pipe and passages |61, passage 33, valve chamber 29 in the application portion of the distributing valve device I and passage |69.

With the valve chamber 61 thus vented, :the spring 62 acts to return the timing piston 6| and slide valve 66 to their extreme left hand position, Ain which the slide valve laps the passage |86 leading to the atmosphere and in which the lcavity |11 in the slide valve connects the passage H6 to the passage |18, so that fluid under pressure, supplied to the passage |16 by the reducing valve device 54 again flows to the timing chamber I'lI and to the diaphragm chamber ,54 in the cutout portion of the valve device 8, thus recharging the chambers.

Fluid under pressure supplied to the diaphragm chamber 54 causes the diaphragm to flex toward the left hand against the opposing pressure 'of the spring 60, shifting the cut-out slide valve `51to its extreme left'hand position, in which position, the cavity |98 again establishes communication from'the .passage |91'to the passage |94. The slide valve, when in this position, again closes off communication from the Apassage |89 to the ball check valve chamber |92, and uid under pressure is vented from the piston chamber 86 in the relay valve device I0 and the chamber 1| in the regulating valve device 9, by Way of passage and pipe 81, pipe and passage |64, past the ball check valve |65, through ball check valve chamber |88, passage |66, passage and pipe |61, passage 33, valve chamber 29 in the distributing valve device and passage |69. Fluid under pressure may also flow from the chamber 1| to the atmosphere past the unseated valve 18, valve chamber 19, passage |10 and passage and pipe |61.

With the piston chamber 86 in the relay valve device I0 connected to the atmosphere, fluid at brake cylinder pressure in valve chamber 9| causes the piston 88 to move to its extreme left hand position, shifting the slide valve to uncover the passage |8| leading to the atmosphere. Fluid under pressure from the brake cylinders and I3 now flows to the atmosphere through pipes and passages 92, valve chamber 9| and passage |8|, thus releasing the locomotive and tender brakes.

If the rotary valve 41 of the automatic brake valve device 2 is turned to emergency position, a sudden reduction in brake pipe pressure Will be effected in the usual Well known manner.

This sudden reduction in brake pipe pressure causes the several parts of the distributing valve device to operate to supply fluid under pressure to the supply valve chamber 19l in the regulating valve device 9 and to the timing valve chamber 61 in the timing valve device' 8 in substantially the same manner as described in connection with a service application of the brakes. TheY regulating valve device 9, timing valve device 8 and relay valve device I0 will now function to control the locomotive and tender brake cylinder pressure in the same manner as before described in connection with a service application of the brakes.

On short trains Where the train slack is negligible and is not liable to cause severe shocks when gathering, the regulating valve device 9 may be rendered ineffective to control the brake cylinder pressure on the locomotive and tender, and it is for this purpose that the cut-out cock device |15 is provided. When it is desired to render the regulating device 9 ineffective, the plug valve |14 of this cock` device is rotated, through the medium of a handle 20|, to a position in which the passage |13 registers With a port 292 open to the atmosphere and a passage 263 which is open to the passage |13 registers with the passage |16. With the plug valve in this position the timing chamber |1| and diaphragm chamber 54 in the timing valve device 8 is open to the atmosphere. Due to this, the pressure of the spring 60 maintains the cutout slide valve 51 in its extreme outer or cut-out position. Now When fluid under pressure is supplied to the passage |61, it will flow therefrom to the piston chamber 86 in the valve device |0 by Way of passage |66, ball check valve chamber |88, passage |89, cavity |96 in the cut-out slide valve 51, passage |9|, ball check valve chamber |92, passage and pipe |64, and passage and pipe 81 and the relay valve device |0 Will be caused to operate to effect an application of the locomotive and tender brakes. It will thus be seen that With the cut-out cock in cut-out position the regulating valve device 9 is rendered ineffective to control the locomotive and tender brake cylinder pressure when an automatic application of the brakes is effected.

When it is desired to effect an application of the locomotive and tender brakes only, the rotary valve 50 of the independent brake valve device 3 is rotated to application position, in which position, a port 204 in the rotary valve connects the 5 rotary valve chamber 49 to the passage and pipe |63 and to the passage and pipe |94. Fluid under pressure now flows from the reducing valve device 5 to the piston chamber 21 inthe application portion of the distributing valve de- 10 vice by Way of pipe and passage |12, rotary valve chamber 49, port 204 in the rotary valve 50, pipe and passage |63, and passage |62. Fluid under pressure thus supplied to the piston chamber 21 causes the piston 26 to move to its extreme right hand position, shifting the slide valve 40 to close the communication from the valve chamber 29 to the passage |69 leading to the atmosphere.

Fluid under pressure supplied by the reducing 20 valve device 5 also flows from the rotary Valve chamber 49 in the rotary valve 50 to the piston chamber 86 of the relay Valve device |0 by Way of port 204 in the rotary Valve pipe and passage |94, past the ball check valve |93, ball check 25 valve chamber |92, passage and pipe |64 and pipe and passage 81. Fluid under pressure thus supplied to the piston chamber 86 causes the piston to move to its extreme right hand position shifting the slide valve to lap the passage 30 |8| leading to the atmosphere and then causing the piston valve 93 to operate to unseat the valve 96. With the valve unseated fluid under pressure ows from the main reservoir 1 to the brake cylinders and I3 through pipe and passage 95, 35 passage 98, valve chamber 9| in the valve device IU and passage and pipes 92.

When the piston 26 of the application portion of the distributing valve device is moved to application position as just described, it causes the 40 slide valve 42 to be shifted to its extreme right hand position, in which fluid under pressure from the valve chamber 43 is supplied to the valve chamber 29 by Way ofthe port |85 in the slide valve. 45

When the pressure of fluid in valve chamber 29 becomes substantially equal to the pressure of fluid in the piston chamber 21 as supplied by the reducing valve device 5, the graduating spring mechanism |84 causes the piston 26 and stem 3| 50 to move toward the left hand shifting the slide valve 42 to lap position in which the flow of fluid from the chamber 43 to the chamber 29 is closed ofi. When the'piston 26 and stem 3| are in lap position the slide valve 40, which has been shifted 55 through the medium of the stem 3|, still maintains the atmospheric passage |69 closed.

Now when the brake cylinder pressure present in valve chamber 9| of the relay valve device |0 is substantially equal to the pressure of fluid sup- 00 plied to the chamber 86, the pressure of the spring 200 causes the piston valve 93 to move to seat the valve 90, thus closing off the further flow of fluid to the brake cylinders and |3.

It will be noted that when an application of the 65 locomotive and tender brakes is effected through the manipulation of the independent brake valve device 3, the regulating valve device 9 and timing valve device 8 are ineffective to control the pressure of fluid in the brake cylinders and |3. 70

To release the locomotive and Itender brakes after an independent application has been effected as just described, the rotary valve 50 of the independent brake valve device 3 is turned to release position in which a cavity 205 connects l5 the passage B63 ato the Vpassage 196 leading 'to the atmosphere thus venting fluid under pressure from the `.piston chamber 121 in the :application portion .of the distributing valve device I- 'With the chamber 27! thus vented, ilulid under pressure in the valve chamber .-29 causes the piston 26 to move to lits extreme left hand position, shifting the-slide valve 34S .to vrelease position in which the slide valve uncovers the passage |69. Fluid under pressure now iows from the piston chamber 28S in .the -relay valve 4device iii to the atmosphere by way of passage and pipe '81, pipe and passage |623, past the ball check valve 155, valve chamber 188, passage |66, passage and pipe 1.61, passage 233, valve chamber y29 larrdpa'ssage E69. When the chamber .86 is thus vented the several movable parts of the relay valve device i0 voperate as before described -to vent iluid under pressure from the brake vcylinders `I-I and i3, thus'eecting the release :o'i the brakes.

It will 'be noted fzrom fthe -oregoing description that, when a brake pipe reduction iis -initiated to yeffect anapplicationfo'f the brakes, `the regulating valve device 9 functions according to relative movement betweent the tender and the first car of the' train to Vvary the locomotive and tender brake cylinder pressure in `such a manner that the `locomotive yand 'tender Will `not act to retard the forward motion of ithefcar-s'oi the train during the train Islack -gathering period. After a period of time sufficient to permit the slack in the train to gather, the timing valve device 8 functions to render `the regulating `valve device 9 'ineiective to control the brake cylinder pressure on the locomotive and `tender -and in so functioning causes the relay valve -device I il to operate to eiect a full application oi the `brake without regulatiOn.

It will be further lnoted that with the cut-out valve device H5 in cut-out position, the regulating valve device 9 is rendered ineffective to control the brake cylinder pressure on the locomotive and tender so that full brake cylinder pressure is obtained when the distributing valve device I and relay valve device I0 operate to application position to eiect an unregulated application of `the locomotive and tender brakes.

In this specification I have described my equipment as being carried by a locomotive and tender, but I do not Wish to be limited to this for it will be .readily understood that the equipment may be carried by any other train power unit not having atender such as an electric locomotive, moto car or the like.

In my prior application, Serial No. 552,633, filed July 23, 1931, and application, Serial No. 685,576, ledAugust 1'7, 1933, which is in part a continuation of application Serial No. 552,633, claims are included covering broad subject matter disclosed in -the present application and it is to be understood that lthe appended claims are intended to cover only the specific feature of automatically limiting 'the period of time over which the braking force on the head vehicle of the train is varied according to relative movement betweensaid vehicle `and first car of the train and for increasing the braking force without regulation according to relative movement between the vehicles, after said period of time has elapsed, which feature is not included in either ofthe two above identied applications.

While one illustrative embodiment of -the invention has 'been described in detail, itis not `my 'intention to -limit its scope to that embodiment or otherwise than by the term-s fof the appended claims.

Hav-ing new described m-y invention, y.what I as newand desire to secure by Letters Patent, is:

1. 'The combination ina train oi at least two vehicles, of a brake equipment on one of said vehicles, means operative according to a lrelative movement 'between said vehicles to Aeffect a regulated application of the tbrakes on the vehicle, and means operative automatically ata predetermined 'time 'after .an application of lthe brakes is initiated to -e'iect an application of the brakes without regulation.

2. The lcombination `'in a train of at least two vehicles, of a brake equipment on one o'f said vehicles, `means included 'in said 'equipment operative upon initiating -an application of the brakes andaccording to a relative movement between said vehicles for lvarying the braking aclltion ofthe equipment, and means operative automatically at -a predetermined -time after -a brake Vapplication initiated -for rendering the f-rst mentioned :means ineiect-ive'to vary the -braking action of `'the equipment.

'3. In -a brake system for a -trainof `one or more cars and a-'power vehicle, :the combination with a brake equipment, 'of means included in said equipment loperative automatically in leffecting an application lof the bra-kes, according 4to Va relative movement lbei'fween the vpower vehicle and a -ca-r for'vary-ing the 1braking action of the equipment, 'and means -also included 'in said equipment operative automatically 'at a predetermined time after an 'application of the brakes is initiated for rendering the first 4mentioned means iineiective to vary the Vbra-king laction of the equipment.

4. The `combination in -a 4train of 'at least two vehicles, lof Va brake 'equipment on each of said vehicles, means for initiating the operation of the brake equipment on 'both of said vehicles to eiT-ect ian Aapplication of the 'train brakes, means loperated 'automatically upon a vrelative movement between said vehicles for 'regulating the braking 'action of the .brake equipment on one of said vehicles, and means operated automatically at a'predetermined time after the .initiation ofthe operation roi Vthe vehicle 'brake equipments for rendering the second mentioned means in- .effective to regulate the 'braking action on the' vehicle.

5. yThe combination in a train of at least two vehicles, of a brake. equipment Aon each of said vehicles, -means for initiating the operation of the brake equipment on both of said Vehicles to effect an application of the train brakes, .means operated automatically upon .a relative movement 'between said vehicles for `increasing or decreasing 'the braking force of the equipment on one vehicle, and .means operated automatically at a predetermined time after the initiation .of the operation of the vehicle brake equipments for rendering the second mentioned means ineffective to Aregulate the braking action A,of the equipment Y operated automatically upon a relative movementl between said vehicles for increasing .or decreasing the braking force Aof the equipment on one vehicle, and means operated automatically at a predetermined time after the `initiation of the operation of the vehicle brake equipments for increasing the braking force of the equipment on said vehicle and for rendering the first mentioned means ineffective to vary the braking force of the equipment on said vehicle.

7. The combination in agtrain of at least two vehicles, of a brake equipment on one of said vehicles, means included in said equipment operative according to relative longitudinal movement between said vehicles to effect a regulated application of the brakes on the vehicle, and means operative automatically to limit the period of time in which the rst mentioned means regulate the application of the brakes and to effect an application of the brakes without regulation.

8. The combination in a train of at least two vehicles, of means for coupling said vehicles to each other, the coupling means being movable longitudinally relative to at least one vehicle, a fluid pressure brake system operative to effect an application of the brakes on the train, and means operated upon relative movement between said coupling means and said vehicle for a predetermined time only for regulating the braking action of the portion of the system on said vehicle.

9. The combination in a train of at least two Vehicles, of a brake equipment on one of said vehicles, means included in said equipment operative according to a relative movement between said vehicles to effect a regulated application of the brakes on the vehicle, m'eans operative for rendering the first mentioned means ineffective to control the application of the brakes and to effect an application of the brakes without regulation according to relative movement between the vehicles, and means operative automatically regardless of the speed of the vehicle for timing the action of the second mentioned means for limiting the period of time over which the first mentioned means is operated to effect a regulated application of the brakes.

10. The combination in a train of at least two vehicles, of means for coupling said vehicles to each other, the coupling means being movable longitudinally relative to at least one vehicle, a fluid pressure brake system operative to eifect an .application of the brakes on the train, and means adjusted by said coupling means when the coupling means is moved longitudinally relative to said vehicle for controlling the braking action of the portion of the system on said vehicle, and means operated automatically at a predetermined time after an application of the brakes is initiated for rendering the second mentioned means ineffective to control the braking action of the portion of the equipment on said vehicle.

11'. The combination in a train of at least two vehicles, one of which is a power vehicle, of a brake equipment on each of said vehicles, manually controlled means on the power vehicle for initiating the operation of the brake equipments on both of said vehicles to eect an application of the train brakes, and means operated automatically, for a predetermined period of time only, upon a relative movement between said vehicles for varying the braking action of the equipment on the power vehicle.

12. In a fluid pressure brake system for a train of one or more cars and a power vehicle, the combination with a brake pipe, of means on the car or cars of the train operated upon a reduction in brake pipe pressure for effecting an application of the car brakes, valve means on the power vehicle operated upon said reduction in brake pipe pressure to effect an application of the power vehicle brakes, valve mechanism operated according to a relative movement between the power vehicle and the adjacent car of the train for controlling the operation of said valve means to increase or decrease the braking force on the power a.

vehicle, and means operative at a predetermined time after a predetermined reduction in brake pipe pressure is effected for rendering said valve mechanism ineffective to vary the braking force on the power vehicle.

13. In a fluid pressure brake system for a train of one or more cars and a power vehicle, the combination with a brake pipe, of means on the car 0r cars of the train operated upon a reduction in brake pipe pressure for effecting an application of the car brakes, valve means on the power vehicle operated upon said reduction in brake pipe pressure to effect an application of the power vehicle brakes, valve mechanism operated according to a relative movement between the power vehicle and the adjacent car of the train for controlling the operation of said valve means to increase or decrease the braking force on the power vehicle, and means operative at a predetermined time after said reduction in brake pipe pressure is initiated for rendering said valve mechanism ineffective to vary the braking force on the power vehicle.

14. In a iiuid pressure brake system for a train of one or more cars and a power vehicle, the combination with a brake pipe, of means on the car or cars of the train operated upon a reduction in brake pipe pressure for effecting an application of the car brakes, valve means on the power vehicle operated upon said reduction in brake pipe pressure to effect an application of the power vehicle brakes, valve mechanism operated according to a relative movement between the power vehicle and the adjacent car of the train for controlling the operation of said valve means to increase or decrease the braking force on the power vehicle, and means operative at a predetermined time after a predetermined reduction in brake pipe pressure is effected for rendering said valve mechanism ineffective to vary the braking force on the power vehicle, and for eiecting an increase in the braking force on the power vehicle.

15. In a fluid pressure brake system for a train of one or more cars and a power vehicle, the combination with a brake pipe, of means on the car or cars of the train operated upon a reduction in brake pipe pressure for effecting an application of the car brakes, valve means on the power vehicle operated upon said reduction in brake pipe pressure to effect an application of the power vehicle brakes, valve mechanism operated according to a relative movement between the power vehicle and the adjacent car of the train for controlling the operation of said Valve means to increase or decrease the braking force on the power vehicle, and means operative at a predetermined time after said reduction in brake pipe pressure is initiated for rendering said valve mechanism ineffective to vary the braking force on the power vehicle, and for effecting an increase in the braking force on the power vehicle.

16. In a fluid pressure brake system for a train of one or more cars and a power vehicle, the combination with a brake pipe, of means on the car or cars of the'train operated upon .a reduction in brake pipe pressure for effecting an application of the car brakes, valve means on the power vehicle operated upon said reduction in brake pipe pressure to effect an application of the power vehicle brakes, valve mechanism operated according to a relative movement :between the power vehicle vand the adjacent car of the train Vfor controlling the operation of said valve means to increase or decrease the -braking force on the power vehicle, pressure sensitive means operative torender said valve mechanism ineffective to vary the braking force on the power vehicle, andmeans operated upon said reduction in lbrake pipe Apressure for eiecting the operation of said pressure .sensitive means.

17.. In a fluid pressure brake system for a train of one or morecars and a power vehicle, the oombination with a brake pipe, of means .on the car -or cars of the train operated upon .a reduction in brake pipe pressure 'for eiecting an application of the car brakes, valve fmeans on the 'power vehicle operated upon said reduction in ,brake pipe-pressure to effect an application of the power vehicle brakes, valve mechanism operated vaccording `to a relative movement between .the power `vehicle and the adjacent car Vof the train for controlling the operation of said valvemeans to increase or decrease the braking force on the power vehicle, pressure sensitive means operative ata ypredetermined time after said brake pipe reduction is initiated to render said valve mechanism ineffective to vary the braking force on the power vehicle, and means operated upon said brake pipe reduction for Yeffecting the operation of said pressure sensitive means.

18. In a uid pressure brake system for a train of one or more cars and a power vehicle, the co-mbination with a brake pipe, of means on the car or cars of the train operated upon a reduction in brake pipe pressure for effecting an application of the car brakes, valve .means on the power vehicle operated upon said reduction in brake pipe vpressure to eiect an application of the power vehicle brakes, valve mechanism operated according to a relative movement between the power vehicle and the adjacent car of the train for controlling the operation of said valve means to increase or decrease the braking force on the power vehicle, pressure sensitive means operative at a predetermined time after said brake pipe reduction is initiated to render said valve mechanism ineffective to vary the braking force on the power vehicle, means operated upon the operation of said valve means for effecting the operation of said pressure sensitive means.

19. In a fluid pressure brake system for a train of one or more cars and a power vehicle, the combination with a brake pipe, of means on the car or .cars .of the train-operated upon a reduction in brake pipe pressure for eiecting an application of the car brakes, valve means on the power vehicle operated upon said reduction in brake pipe pressure to effect an application of the power vehicle brakes, valve mechanism operated according to a relative movement between the power vehicle and the adjacent car of the train for controlling the operation of said valve means to increase or decrease the braking force on the power vehicle, pressure sensitive Vmeans operative at a predetermined time after said brake `pipe reduction is initiated to render said valve mechanism ineffective to vary the braking force on the power vehicle, means operated upon the initiation of an applica- -tion of the brakes on the power vehicle for timing the action of said pressure sensitive means.

20. In a fluid pressure brake system for a train of one or more cars and a power vehicle, the combination with a brake pipe, -of means on the vcar or cars of the train operated upon a reduction in brake pipe pressure for effecting-an application `of the car brakes, valve means .on the power vehicle operated upon said reduction in brake pipe .pres- .sure to effect an application of the power vehicle brakes, valve mechanism operated according .to .a relative movement Ybetween the power vehicle 5 and the adjacent car of the train for controlling thepoperation of said valve means to increase o-r decrease the braking force on the power vehicle, pressure sensitive .means operative at a predetermined time aftersaidbrake pipe .reduction is ini-- 10 tiated to render said valve mechanism ineiiective to vary the braking force on the power vehicle, and to effect an increase in the braking force on the power vehicle, and means operative to time the operation of said pressure sensitive means. 1f5 21. In a fluid pressure `brake system fora train of one or more cars and a power vehicle, the combination with .a brake pipe, of means on the car or cars of the train operated upon a reduction in ,brake pipe pressure for effecting an application 2D of the car brakes, a distributing val-ve .device .operated upon said reduction in .brake pipe pressure for supplying fluid-under pressure to effect an application of the brakes on the .power vehicle, a -valve means operated according to a relative 2'5 movement between thepower vehicle and an ladjacent car of the train for .increasing or decreasing .the braking force `on the power vehicle, Lpressure sensitive means operative after said reduction in brake pipe pressure is initiated to render 30 said valve means ineffective to vary the Vbraking force on the power vehicle, .and a valve mechanism operated by fluid under pressure supplied by Isaid distributing valve :device for controlling the operation of said .pressure sensitive means. 35

v22. In a fluid pressure brake system fora train of one or more cars and .aspower vehicle, the combination with .a brake pipe, :of means on .the `car or cars of the train operated upon a reduction in brake pip-e pressure for effecting an applica- 40 tion of .the car brakes, a. brake cylinder on the power vehicle, `a valve device operative tc. one position to supply uid under pressure to said brake cylinder and to another `position to release iiuid under pressure from the brake cylinder, a valve 4:5 mechanism operated upon said reduction brake pipe pressure for supplying fluid under pressure to operate said valve device to supply fluid under pressure to the brake cylinder, said valve device being operated upon the release of fluid under 5D pressure supplied thereto by said valve mechanism for releasing uid under pressure from the brake cylinder, means `operated according to relative movement between the power vehicle and the adjacent car of the train for controlling the 55 supply of fluid under pressure to andthe release of iiuid under pressure from said valve device, pressure sensitive means operative to render said valve device ineffective to control vthe flow of uid under pressure to and from said brake cyl- 60 inder, and valve means operated by fluid under pressure supplied by .said valve mechanism for controlling the operation Yof said pressure sensitive means. l

23. In a fluid pressure `brake system lfor a train 65 .of one or more cars and a power vehicle, the combination with a brake pipe, of means on the car vor cars of the train operated upon aA reduc- .tion in brake pipe :pressure for effecting an application of the car brakes, a brake cylinder on 70 the power vehicle, a valve device operative to one position to supply iluid under pressure to said brake cylinder and to another position to release fluid under pressure from the brake cylinder, a valve mechanism operated upon .said reduction 76 in brake pipe pressure for supplying fluid under pressure to operate said valve device to supply fluid under pressure to the brake cylinder, said valve device being operated upon the release of fluid under pressure supplied` theretoI by said valve mechanism for releasing fluid under pressure from the brake cylinder, means operated according to relative movement between the power vehicle and the adjacent car of the train for controlling the supply of fluid under pressure to and the release of uid under pressure from said valve device, pressure sensitive means operative to render said valve device ineffective to control the ow of fluid under pressure to and from said brake cylinder, and for establishing communication through which fluid under pressure supplied by said valve mechanism flows to said valve device, and valve means operated by fluid under pressure supplied by said valve mechanism to control the operation of said pressure sensitive means.

24. In a iluid pressure brake system for a train of one or more cars and a power vehicle, the combination with a brake pipe, of means on the car or cars of the tra-in operated upon a reduction in brake pipe pressure for effecting an application of the car brakes, a brake cylinder on the power vehicle, a valve device operative to one position to supply iluid under pressure to said brake cylinder and to another position to release fluid under pressure from the brake cylinder, a valve mechanism operated upon said reduction in brake pipe pressure for supplying fluid under pressure to operate said valve device to supply fluid under pressure to the brake cylinder, said valve device being operated upon the release of fluid under pressure supplied thereto by said valve mechanism for releasing fluid under pressure from the brake cylinder, means operated according to` relative movement between the power vehicle and the adjacent car of the train for controlling the supply of fluid under pressure to and the release of fluid under pressure from said valve device, pressure sensitive means operative to render said valve device ineffective to control the flow of fluid under pressure to and from said brake cylinder, and valve means subject to the opposing pressures of a spring and of fluid under pressure supplied from said valve mechanism for controlling the operation of said pressure sensitive means.

25. The combination in a train of at least two vehicles, of a brake equipment on one of said' vehicles, means included in said equipment operative upon initiating an application of the brakes and according to a relative movement between said vehicles for varying the braking action of the equipment, means operative automatically at a predetermined time after a brake application is initiated for rendering the first mentioned means ineffective to vary the braking action of the equipment and means operative manually for selectively rendering the flrst mentioned means either effective or ineffective to vary the braking action of the equipment.

26. The combination in a train of at least two vehicles, of a brake equipment on each of said vehicles, means for initiating the operation of the brake equipment onboth of said vehicles to effect an application of the train brakes, means operated automatically upon a relative movement between said vehicles for regulating the braking action of the brake equipment on one of said vehicles, means operated automatically at a predetermined time after the initiation of the operation of the vehicle brake equipments for rendering the second mentioned means ineffective to regulate the braking action on the vehicle, and a valve operative manually for selectively rendering the first mentioned means either effective or ineffective to regulate the braking acticn on the vehicle.

27. The combination in a train of at least two vehicles, of means for coupling said vehicles to each other, the coupling means being movable longitudinally relative to at least one vehicle, a fluid pressure brake system operative to effect an application of the brakes on the train, means operated upon relative movement between said coupling means and said vehicle for a predetermined time only for regulating the braking action of the portion of the system on said vehicle, and a valve operative manually for selectively rendering the rst mentioned means either effective or ineifective to regulate the braking action of the portion of the equipment on said vehicle.

28. In a iluid pressure brake system for a train of one or more cars and a power vehicle, the combination with a brake pipe, of means on the car or cars of the train operated upon a reduction in brake pipe pressure for effecting an application of the car brakes, valve means on the power vehicle operated upon said reduction in brake pipe pressure to effect an application of the power vehicle brakes, valve mechanism operated according to a relative movement between the power vehicle and the adjacent car of the train for controlling the operation of said valve means to increase or decrease the braking force on the power vehicle, means operative at a predetermined time after a predetermined reduction in brake pipe pressure is effected for rendering said valve mechanism ineffective to vary the braking force on the power vehicle, and a valve operative manually for effecting the operation of said means to render said valve mechanism ineffective to vary the braking force on the power vehicle.

29. In a fluid pressure brake system for a train of one or more cars and a power vehicle, the combination with a brake pipe, of means on the car or cars of the train operated upon a reduction in brake pipe pressure for eiecting an application of the car brakes, a brake cylinder on the power vehicle, a valve device operative to one position to supply fluid under pressure to said brake cylinder and to another position to release uid under pressure from the brake cylinder, a valve mechanism operated upon said reduction in brake pipe pressure for supplying fluid under pressure to operate said valve device to supply fluid under pressure to the brake cylinder, said valve device being operated upon the release of fluid under pressure supplied thereto by said valve mechanism for releasing fluid under pressure from the brake cylinder, means operated according to relative movement between the power vehicle and the adjacent car of the train for controlling the supply of fluid under pressure to and the release of fluid under pressure from said valve device, a valve normally establishing communication through which fluid under pressure released from said valve device by said means flows, a movable abutment subject on one side to fluid under pressure for maintaining said 'valve in its normal position and operative upon the release of iiuid under pressure for shifting said valve to close said communication and to establishwother communication by passing said means andthrough which fluid under pressure is supplied to said valve device, pressure sensitive valve means operated by uid under pressure supplied by said valve mechanism for releasing iluid under pressure from said abutment, and means for restricting the flow of fluid from said abutment.

30. In a fluid pressure brake system for a train of one or more cars and a power vehicle, the combination with a brake pipe, of means on the car or cars of the train operated upon a reduction in brake pipe pressure for effecting an application of the car brakes, a brake cylinder on the power vehicle, a valve device operative to one position to supply fluid under pressure to said brake cylinder and to another position to release fluid under pressure from the brake c ylinder, a valve mechanism operated upon said reduction in brake pipe pressure for supplying uid under pressure to operate said valve device to supply fluid under pressure to the brake cylinder, said valve device being operated upon the release of uid under pressure supplied thereto by said valve mechanism for releasing uid under pressure from the brake cylinder, means operated according to relative movement between the power vehicle and the adjacent car of the train for controlling the supply of fluid under pressure to and the release of fluid under pressure from said valve device, a valve normally establishing communication through which fluid under pressure released from said valve device by said means flows, a movable abutment subject on one side to fluid under pressure for maintaining said valve in its normal position and operatve upon the release of fluid under pressure for shifting said valve to close said communication and to establish another communication by passing said means and through which iiuid under pressure is supplied to said valve device, a timing valve normally establishing communication through which fluid under pressure is supplied to said side of said abutment and operative to establish a communication through which uid under pressure is released from said side of said abutment, and means operated by fluid under pressure supplied by said Valve mechanism for operating said timing valve.

3l. In a fluid pressure brake system for a train of one or more cars and a power vehicle, the combination with a brake pipe, of means on the car or cars of the train operated upon a reduction in brake pipe pressure for-effecting an application of the car brakes, a brake cylinder on the power vehicle, a valve device operative to one position to supply iiuid under pressure to said brake cylinder and to another position to release fluid under pressure from the brake cylinder, a valve mechanism operated upon said reduction in brake pipe pressure for supplying fluid under pressure to operate said valve device to supply fluid under pressure to the brake cylinder, said valve device being operated upon the release of fluid under pressure supplied thereto by said valve mechanism for releasing fluid under pressure from the brake cylinder, means operated according to relative movement between the power vehicle and the adjacent car of the train for controlling the supply of iiuid under pressure to and the release of fluid under pressure from said valve device, a valve normally establishing communication through which fluid under pressure released from said valve device by said means flows, a movable abutment subject on one side to fluid under pressure for maintaining said valve in its normal position and operative upon the release of fluid under pressure for shifting said valve to close said communication and to establish another communication by passing said A5 means and through which iiuid under pressure is supplied to said valve device, a timing valve normally establishing communication through which fluid under pressure is supplied to said side n of said abutment and operative to establish a 10 communication through which fluid under pressure is released from said side of said abutment, Leans operated by fluid under pressure supplied by said valve mechanism for operating said timing valve, and means governing the rate of flow l5 of fluid under pressure from said side of said abutment.

32. In a fluid pressure brake system for a train of one or more cars and a power vehicle, the com- Y bination with a brake pipe, of means on the car 20 or cars of the train operated upon a reduction in brake pipe pressure for electing an application of the car brakes, a brake cylinder on the power vehicle, a valve device operative to one position to supply iiuid under pressure to said 25 brake cylinder and to another position to release fluid under pressure from the brake cylinder, a valve mechanism operated upon said reduction in brake pipe pressure for supplying fluid under pressure to operate Vsaid valve device to supply 30' fluid under pressure to the brake cylinder, said valve device being o perated upon the release of fluid under pressure supplied thereto by said valve mechanism for releasing fluid under pressure from Y the brake cylinder means operated according to 35 relative movement betweenthe power vehicle and the adjacent car of the train for controlling the supply of fluid under pressure to and the release of fluid under pressure from said valve device, a valve normally establishing communication 40 x through which'fluid under pressure released from said valve device by said means, flows, a movable abutment subject on one side to fluid under pressure for maintaining said valve in its normal position and operative upon the release of uid under 45 pressure for shifting said valve to close said communication and to establish another communication by passing said means and through which uid under pressure is supplied to said valve device, a timing reservoir, a timing valve normally 50 establishingv communication through which iiuid under pressure is supplied to said side of said abutment and to said timing reservoir and operative to establish a communication through which uid under pressure is released from said reser- 55 voir and said side of said abutment, means operated by. fluid under pressure supplied by said valve mechanism to operate said timing valve, and means governing the rate of flow of fluid under pressure from said reservoir and said side 60 of said abutment.

33. In a fluid pressure brake system for a train of one or more cars and a power vehicle, the combination with a brake pipe, of means on the car or cars of the train operated upon a reduc- 65 tion in brake pipe pressure for effecting an application of the car brakes, a brake cylinder on the power vehicle, a valve device operative to one position to supply iiuid under pressure to said brake cylinder and to another position to 70 release fluid under pressure from the brake cylinder, a valve mechanism operated upon said reduction in brake pipe pressure for supplying fluid under pressure to operate said valve device 1.30 Supply fluid under pressure to the brake cylin- 75 der, said valve device being operated upon the release of fluid under pressure supplied thereto by said valve mechanism for releasing fluid under pressure from the brake cylinder, means operated according to relative movement between the power vehicle and the adjacent car of the train for controlling the supply of fluid under pressure to and the releaseof uid under pressure from said valve device, a valve normally establishing communication through which fluid under pressure released from said valve device by said means iiows, a movable abutment subject on one side to fluid under pressure for maintaining said valve in its normal position and operative upon the release of fluid under pressure for shifting said valve to close said communication and to establish another communication by passing said means and through which fluid under pressure is supplied to said valve device, a timing reservoir, a timing Valve normally establishing communication through which fluid under pressure is supplied to said side of said abutment and to said timing reservoir and operative to establish a communication through which fluid under pressure is released from said reservoir and said side of said abutment, means operated by fluid under pressure supplied by said valve mechanism to operate said timing valve, and valve means operative manually for closing oir the iiow of fluid to said reservoir and said side of said abutment and for Venting fiuid under pressure from the reservoir and side of the abutment to effect the operation of said abutment and valve to render said means ineffective to control the operation of said valve device.

34. Thecombination in a train of at least two vehicles, of a brake equipment on one of said vehicles, means for initiating the operation of the equipment to effect an application of the brakes, means included in said equipment operative according to a relative movement between said vehicles to eiect a regulated apgcation of the brakes on the vehicle, means operative automatically at a predetermined time after the initiation of an application of the brakes to eiect an application of the brakes without regulation 5 by the second mentioned means, and means operative automatically upon the initiation of the application of the brakes for timing the action of the third mentioned means.

35. The combination in a train of at least two 10 vehicles, of a brake equipment on one of said vehicles, means for initiating the operation of the equipment to effect an application of the brakes, means included in said equipment operative according to a relative movement between 15 said vehicles to eiect a regulated application of the brakes on the vehicle, means operative automatically at a predetermined time after the initiation of an application of the brakes to effect an application of the brakes without regu- 20,

lation by the second mentioned means, and fluid pressure responsive means operative upon the initiation of an application of the brakes for timing the action of the third mentioned means.

36. The combination in a train of at least two 25 vehicles, of a brake equipment on one of said Vehicles, means for initiating the operation of the equipment to effect an application of the brakes, means included in said equipment operative according to a relative movement between 30 said vehicles to effect a regulated application of the brakes on the vehicle, fluid pressure responsive means operative at a predetermined time after the initiation of an application of the brakes to eiect an application of the brakes 35 without regulation by the second mentioned means, and fluid pressure responsive means operative up'on the initiation of an application of the brakes for timing the operation of the third mentioned means. 40

CLYDE C. FARMER. 

